EP3187826A1 - Display of meteorological data in an aircraft - Google Patents

Abstract

A computer implemented meteorological data management method for flight management of an aircraft is disclosed, comprising the steps of receiving a map background and selections (711) of meteorological products; receiving meteorological data associated with the flight plan of the aircraft, according to a first space scale; determine one or more types of graphical symbols; according to a second space scale, determining one or more graphical declinations (720) of the types of graphical symbols, the graphic overlays being predefined; and displaying (730) the cartographic background and the determined graphic declensions. Developments describe the management of the visual density of the display, taking into account the flight context and / or the pilot's physiology, the deactivation on request of the adjustments of the display. Aspects of software and system (e.g. electronic flight bag, eye tracking) are also described.

Description

Field of the invention

The invention relates to the technical field of meteorological data management as part of the navigation aid of a means of transport such as an aircraft.

State of the art

Meteorological information is essential for aids to navigation of an aircraft, which moves rapidly under a variety of changing and changing atmospheric conditions.

Weather information influences the operational readiness of missions as well as decisions during flight. Critical weather events include, but are not limited to, atmospheric motions (eg wind, storm, convection, turbulence, etc.), hydrometeorological formations (eg rain, snow, fog, etc.), icing, low or low visibility conditions , and electrical phenomena (lightning).

Meteorological data is usually provided in textual and / or graphic form. For graphical weather data, they are usually displayed as symbols, which are superimposed on one or more maps or cartographic layers.

Different display options are generally available to the pilot to navigate effectively within the meteorological data. These options include the ability to select or filter one or more criteria associated with a particular weather event type, the ability to select or manipulate display layers, to choose, or to benefit from the use of color codes. to indicate possible risks or priorities, to manage the transparency of the various symbols displayed on the screen, etc.

Nevertheless, these approaches have limitations.

Contemporary data representation and display techniques sometimes result in a stack of data that renders them unreadable. When the pilot tries to visualize several types of meteorological data simultaneously, he can be overwhelmed with information (symbols, lines, texts, colors) and consequently lose his ability to analyze. Poor readability and / or unsatisfactory data navigation options sometimes have a very negative impact on pilot decision-making. The safety of the flight of the aircraft can be compromised, since weather conditions are among the most critical information for flight management and flying an aircraft.

There is an operational need for advanced weather data management systems and methods within aircraft cockpits.

Summary of the invention

A computer-implemented weather information management method for the management of aircraft flight is disclosed, comprising the steps of receiving a map background and selections of meteorological products; receiving meteorological data associated with the flight plan of the aircraft, according to a first space scale; determine one or more types of graphical symbols; according to a second space scale, determining one or more graphic variations of the types of graphic symbols, the graphic overlays being predefined; and display the cartographic background and the specific graphic variations. Developments describe adjustments of the display in particular as a function of the visual density of the display, the taking into account of the flight context and / or the physiology of the pilot, the deactivation on request of the adjustments of the display. Aspects of software and system (e.g. electronic flight bag, eye tracking) are also described.

Advantageously, one embodiment of the invention allows the display of several meteorological products simultaneously, making it possible to distinguish the different products between them.

Advantageously, an embodiment of the invention makes it possible to create or maintain a link between a meteorological product and its criticality.

Advantageously, the invention improves the decision-making of the pilot, in particular by making it possible to improve the readability of the information displayed, and in a measurable manner.

Advantageously, the examples described facilitate the man-machine interactions and in particular discharge the pilot of tedious manipulations of access to meteorological information, sometimes repetitive and often complex, thereby improving its ability to concentrate for the actual piloting. Improving the human-machine interaction model, the driver's visual field can be used optimally and more intensively, to maintain a high level of attention or to exploit the latter at best. The cognitive effort to be provided is optimized, or more exactly partially reallocated to cognitive tasks that are more useful with regard to the objective of flight management and piloting. In other words, the technical effects related to certain aspects of the invention correspond to a reduction in the cognitive load of the user of the human-machine interface.

Advantageously, an advantageous embodiment of the symbology makes it possible to reduce training or learning costs, while benefiting from the inheritance and synthesis of standard and standardized symbols.

Advantageously, the invention makes it possible to assist the pilot in order to predetermine contextually useful information.

Advantageously, the invention makes it possible to reproduce simultaneously on the screen the aspects of "criticality" (qualitative importance) and the "severity" (quantitative importance) of meteorological events. In the field of dependability or quality management, "criticality" is defined as the product of the probability of occurrence of an accident by the severity or severity of its consequences ("criticality = probability x gravity "). The criticality of a weather event depends both on the frequency or likelihood of occurrence, its seriousness and is generally aimed at assessing and preventing the risks of unwanted chain reaction (systemic risks).

Advantageously, the invention can be applied in the avionics or aeronautics context (including drone piloting) but also in the automobile, rail or maritime transport contexts.

Description of figures

• La figure 1 illustre l'environnement technique global de l'invention;
• La figure 2 illustre schématiquement la structure et les fonctions d'un système de gestion de vol de type FMS connu;
• La figure 3 montre un exemple d'un type de symbole selon un mode de réalisation de l'invention ;
• La figure 4 montre des exemples de déclinaisons graphiques d'un type de symbole donné ;
• Les figures 5 et 6 illustrent des exemples d'ajustement de l'affichage selon un mode de réalisation de l'invention ;
• La figure 7 montre des exemples d'étapes du procédé selon l'invention ;
• La figure 8 montre un exemple de sélection d'une pluralité de produits météorologiques ;
• La figure 9 illustre des aspects de système de la mesure de la densité visuelle ;
• La figure 10 illustre différents aspects relatifs aux interfaces homme-machine IHM.

Other characteristics and advantages of the invention will become apparent with the aid of the description which follows and the figures of the appended drawings in which:

• The figure 1 illustrates the overall technical environment of the invention;
• The figure 2 schematically illustrates the structure and functions of a known FMS flight management system;
• The figure 3 shows an example of a type of symbol according to one embodiment of the invention;
• The figure 4 shows examples of graphical declensions of a given type of symbol;
• The Figures 5 and 6 illustrate examples of adjustment of the display according to one embodiment of the invention;
• The figure 7 shows examples of steps of the process according to the invention;
• The figure 8 shows an example of selecting a plurality of meteorological products;
• The figure 9 illustrates system aspects of visual density measurement;
• The figure 10 illustrates different aspects of HMI man-machine interfaces.

Detailed description of the invention

The invention can be implemented on one or more EFBs "Electronic Flight Bag" and / or on one or more screens of the FMS "Flight Management System" and / or on one or more screens of the CDS "Cockpit Display System" . The display can be "distributed" on these different display screens.

An "Electronic Flight Bag", an acronym or acronym EFB, means electronic embedded libraries. Generally translated as "electronic flight bag" or "electronic flight bag" or "electronic flight tablet", an EFB is an electronic device used by flight crew (eg drivers, maintenance, cabin ..). An EFB can provide flight information to the crew, helping them perform tasks (with less and less paper). One or more applications allow the management of information for flight management tasks. These general purpose computer platforms are intended to reduce or replace paper-based reference material, often found in the "Pilot Flight Bag" hand baggage, the handling of which can be tedious, especially during critical flight phases. Reference paper documentation usually includes flight manuals, navigation charts, and ground operations manuals. These documentations are advantageously dematerialized in an EFB. In addition, an EFB can host software applications specifically designed to automate manually conducted operations in normal times, such as take-off performance calculations (limit velocity calculation, etc.). Different classes of EFB material exist. Class 1 EFBs are portable electronic devices (PEDs), which are not normally used during takeoff and other critical phases. This device class does not require a specific certification or authorization administrative process. Class 2 EFB aircraft are normally located in the cockpit, eg mounted in a position where they are used during all phases of flight. This class of devices requires prior authorization. Class 1 and Class 2 devices are considered portable electronic devices. Class 3 fixed installations, such as computer media or fixed docking stations installed in cockpit aircraft usually require approval and certification from the regulator.

Like any display device, the amount of information to be displayed on an EFB may have limitations (especially with regard to the display of weather data) and it is advantageous to implement methods that optimize the display of data.

In addition, or alternatively, the display on one or more EFB, data can be displayed on one or more screens of the FMS displayed in the cockpit of the aircraft. The acronym or acronym FMS corresponds to the English terminology "Flight Management System" and refers to the flight management systems of aircraft. During the preparation of a flight or during a diversion, the crew proceeds to enter various information relating to the progress of the flight, typically using a flight management device of an FMS aircraft. An FMS comprises input means and display means, as well as calculation means. An operator, for example the pilot or co-pilot, can enter information such as RTAs (Required Time of Arrival ), or "waypoinis " associated with waypoints, that is to say, via the input means. points over which the aircraft must pass. These elements are known in the state of the art by the international standard ARINC 424. The calculation means make it possible in particular to calculate, from the flight plan comprising the list of waypoints, the trajectory of the aircraft, as a function of geometry between waypoints and / or altitude and speed conditions.

In the remainder of the document, the acronym FMD is used to designate the display of the FMS present in the cockpit, generally arranged in the lower head (at the lower level of the dashboard).

The acronym ND is used to designate the graphical display of the FMS present in the cockpit, usually arranged in the middle head, in front of the face. This display is defined by a reference point (centered or at the bottom of the display) and a range, defining the size of the display area.

The acronym HMI stands for Human Machine Interface (HMI). The entry of information, and the display of information entered or calculated by the display means, constitute such a man-machine interface. In general, the HMI means allow the entry and consultation of flight plan information. The embodiments described below detail advanced HMI systems.

Various embodiments are described below.

There is disclosed a computer implemented weather information management method for aircraft flight management, comprising the steps of receiving a map background from among a plurality of predefined map maps; receive a plurality of meteorological product selections; receiving meteorological data associated with the flight plan of the aircraft, according to a first space scale; determine one or more types of graphical symbols based on the selected weather products and meteorological data received; and based on a second space scale, determining one or more graphical declensions of the types of graphic symbols, the graphic overlays of said declensions of the types of symbols being predefined; display the cartographic background and the specific graphic declensions.

The graphical overlays of the declination of the symbol types are predefined in a combinatorial way: the process selects the best graphic option among the possible ones, in terms of readability a priori.

A space scale corresponds to the dimensions of a space cell (usually in km ² or square nautical miles), corresponding for example to the weather data format of a regulatory nature. The invention allows "enlargements" or "zoom (before)", respectively "reductions" or "simplifications" or "zoom out", with or without modification of the visual density. In one embodiment, the content is adapted to the selected display scale.

In one embodiment, the pilot manually selects the display scale (eg the zoom or magnification level): the second space scale is received from the driver and / or from a configuration file a third machine).

In one development, the method further comprises a step of measuring the visual density of the display including the map background and the graphical symbols and a step of adjusting said display as a function of the measured visual density.

In one embodiment, the display scale is automatically determined. In one embodiment, the appropriate display scale is determined based on the readability (psychometric notion) reduced to the displayed visual density measure.

The display density may in particular be determined by an intrinsic measurement (e.g., number of pixels per unit area) and / or by an extrinsic measurement (e.g., external image acquisition means)

The step of measuring the visual density and the adjustment step are independent in time: the steps can be performed successively or in parallel, ie with or without correction of a first non-optimized display (which can be elsewhere be hidden from the pilot). In one embodiment, the optimizations are performed upstream (the measurement of the visual density is intrinsic) and the final result is displayed. In one embodiment, the measurement of the extrinsic visual density is ascertained and corrected.

In a development, the method further comprises a step of determining the current flight context of the aircraft and the plurality of meteorological product selections being determined according to said current flight context of the aircraft.

In a development, the graphical overlays of the declensions of the symbol types are associated with predefined visual scores and the step of determining one or more graphical declensions of the types of symbols. graphics comprising the step of maximizing the sum of the scores associated with the superimpositions of the determined graphic declensions.

The ability (or property) of superposition of the different invokable symbols can be quantified (objectively by visual density measurement or subjectively by prior assessments). The "superimposability" of the symbols is therefore configurable. The score control ("ranking") allows for example to modulate the rendering of the display.

In a development, the step of adjusting the display includes a step of changing the type and / or number of graphical symbols.

The variations of the types of symbols according to the invention are superimposable by construction. In a development, quantitative information is graphically encoded (e.g., the thickness of the lines that make up the symbol or its declination, color, etc.). By quantitative information it is understood the frequency or the quantity of the meteorological product concerned for example.

In a development, the step of adjusting the display comprises the steps of removing and / or overlaying one or more types or graphical declensions of the displayed symbols.

In a development, the method further comprises a step of receiving at least one value associated with the physiological state of the pilot of the aircraft and determining one or more graphical declinations of the types of graphical symbols and / or adjusting the display depending on the physiological state of the pilot.

In a development, the display adjustment is disabled on request.

The automatic zooming and / or manipulations on the graphic symbols can be canceled or deactivated or reversed on request of the pilot and / or on request of an avionics system (so-called disengageable mode, useful for example in case of emergency to remove the overlays non-essential graphics).

There is disclosed a computer program product, comprising code instructions for performing the steps of the method, when said program is run on a computer.

There is disclosed a system comprising means for carrying out the steps of the method.

In a development, the system comprises at least one display screen selected from a PFD flight screen and / or an ND / VD navigation screen and / or a multifunction MFD screen and / or one or more display screens. an electronic flight bag or Electronic Flight Bag.

In a development, the system comprises means for acquiring images of one or more display screens.

In a development, the system comprises (in addition or in substitution) means for monitoring the physiology of the pilot of the aircraft.

In a development, the system includes (in addition or in substitution) a device for monitoring the gaze of the pilot.

In a development, the system comprises (in addition or in substitution) means of augmented reality and / or virtual reality.

The figure 1 illustrates the overall technical environment of the invention. Avionics equipment or airport means 100 (for example a control tower in connection with the air traffic control systems) are in communication with an aircraft 110. An aircraft is a means of transport capable of evolving within the earth's atmosphere. . For example, an aircraft can be an airplane or a helicopter (or even a drone). The aircraft comprises a cockpit or cockpit 120. Within the cockpit are piloting equipment 121 (so-called avionics equipment), comprising for example one or more on-board computers (means for calculating, memorizing and storing data). data), including an FMS, means for displaying or viewing and data entry, means of communication, as well as (possibly) haptic feedback means and a running calculator. A touch pad or an EFB 122 can be on board, in a portable manner or integrated into the cockpit. Said EFB can interact (two-way communication 123) with the avionics equipment 121. The EFB can also be in communication 124 with external computer resources, accessible by the network (for example cloud computing or "cloud computing" 125). In particular, the calculations can be carried out locally on the EFB or partially or totally in the calculation means accessible by the network. The on-board equipment 121 is generally certified and regulated while the EFB 122 and the connected computer means 125 are generally not (or to a lesser extent). This architecture makes it possible to inject flexibility on the side of the EFB 122 while ensuring a controlled safety on the side of the onboard avionics 121.

Among the onboard equipment are various screens. The ND screens (graphic display associated with the FMS) are generally arranged in the primary field of view, in "average head", while the FMD are positioned in "head down". All information entered or calculated by the FMS is grouped on pages called FMD. Existing systems can navigate from page to page, but the size of the screens and the need not to put too much information on a page for its readability do not allow to comprehend in their entirety the current and future situation of the flight of synthetic way. The crews of modern aircrafts in cabin are usually two people, distributed on each side of the cabin: a "pilot" side and a "co-pilot" side. Business aircraft sometimes have only one pilot, and some older aircraft or military transport have a crew of three. Each one visualizes on his IHM the pages that interest him. Several of the hundreds that are possible are usually displayed permanently during the execution of the mission: the page "flight plan" first, which contains the route information followed by the aircraft (list of the next crossing points with their predictions associated in distance, time, altitude, speed, fuel, wind). The route is divided into segments, legacies and procedures, themselves made up of points and includes a "performance" page that contains the useful parameters to guide the plane on the short term (speed to follow, ceilings of altitude, next changes of altitudes). There are also a multitude of other pages available on board (the pages of side and vertical revisions, information pages, pages specific to certain aircraft), or generally a hundred pages.

• Navigation (LOCNAV) 201, pour effectuer la localisation optimale de l'aéronef en fonction des moyens de géolocalisation tels que le géo-positionnement par satellite GNSS (e.g. GPS, GALILEO, GLONASS, ...), les balises de radionavigation VHF, les centrales inertielles. Ce module communique avec les dispositifs de géolocalisation précités ;
• Plan de vol (FPLN) 202, pour saisir les éléments géographiques constituant le "squelette" de la route à suivre, tels que les points imposés par les procédures de départ et d'arrivée, les points de cheminement, les couloirs aériens, communément désignés "airways" selon la terminologie anglaise. Un FMS héberge en général plusieurs plans de vol (le plan de vol dit "Actif" sur lequel l'avion est guidé, le plan de vol "temporaire" permettant d'effectuer des modifications sans activer le guidage sur ce plan de vol et des plans de vols "inactifs" de travail (dits "secondaires").
• Base de données de navigation (NAVDB) 203, pour construire des routes géographiques et des procédures à partir de données incluses dans les bases relatives aux points, balises, legs d'interception ou d'altitude, etc;
• Base de données de performance, (PERFDB) 204, contenant les paramètres aérodynamiques et moteurs de l'appareil ;
• Trajectoire latérale (TRAJ) 205, pour construire une trajectoire continue à partir des points du plan de vol, respectant les performances de l'aéronef et les contraintes de confinement (RNAV pour Area Navigation ou RNP pour Required Navigation Performance) ;
• Prédictions (PRED) 206, pour construire un profil vertical optimisé sur la trajectoire latérale et verticale et donnant les estimations de distance, heure, altitude, vitesse, carburant et vent notamment sur chaque point, à chaque changement de paramètre de pilotage et à destination, qui seront affichées à l'équipage.
• Guidage (GUID) 207, pour guider dans les plans latéraux et verticaux l'aéronef sur sa trajectoire tridimensionnelle, tout en optimisant sa vitesse, à l'aide des informations calculées par la fonction Prédictions 206. Dans un aéronef équipé d'un dispositif de pilotage automatique 210, ce dernier peut échanger des informations avec le module de guidage 207;
• Liaison de données numériques (DATALINK) 208 pour échanger des informations de vol entre les fonctions Plan de vol/Prédictions et les centres de contrôle ou les autres aéronefs 209.
• un ou plusieurs écrans IHM 220.

The figure 2 schematically illustrates the structure and functions of a known FMS flight management system. An FMS 200 type system disposed in the cockpit 120 and the avionics means 121 has a man-machine interface 220 comprising input means, for example formed by a keyboard, and display means, for example formed by a display screen, or simply a touch screen display, as well as at least the following functions:

• Navigation (LOCNAV) 201, to perform the optimal location of the aircraft according to the geolocation means such as geo-satellite positioning GNSS (eg GPS, GALILEO, GLONASS, ...), VHF radionavigation beacons, inertial units. This module communicates with the aforementioned geolocation devices;
• Flight Plan (FPLN) 202, to capture the geographical elements constituting the "skeleton" of the route to be followed, such as points imposed by departure and arrival procedures, waypoints, air corridors, commonly designated "airways" according to English terminology. An FMS generally hosts several flight plans (the so-called "Active" flight plan on which the aircraft is guided, the "temporary" flight plan allowing modifications to be made without activating the guidance on this flight plan and "Inactive" flight plans (so-called "secondary").
• Navigation Database (NAVDB) 203, for constructing geographic routes and procedures from data included in the bases relating to points, tags, interception or altitude bequests, etc .;
• Performance database, (PERFDB) 204, containing the aerodynamic and engine parameters of the aircraft;
• Lateral Trajectory (TRAJ) 205, to build a continuous trajectory from the points of the flight plan, respecting the performance of the aircraft and the confinement constraints (RNAV for Area Navigation or RNP for Required Navigation Performance);
• Predictions (PRED) 206, to construct an optimized vertical profile on the lateral and vertical trajectory and giving estimates of distance, time, altitude, speed, fuel and wind, in particular at each point, at each change of pilot parameter and at destination, which will be displayed to the crew.
• Guidance (GUID) 207, for guiding the aircraft in its lateral and vertical planes in its three-dimensional trajectory, while optimizing its speed, with the aid of the information calculated by the Predictions function 206. In an aircraft equipped with a automatic control 210, the latter can exchange information with the guidance module 207;
• Digital Data Link (DATALINK) 208 to exchange flight information between flight plan / prediction functions and control centers or other aircraft 209.
• one or more HMI screens 220.

All information entered or calculated by the FMS is grouped on display screens (FMD, NTD and PFD, HUD or other pages). On Airbus A320 or A380 type airplanes, the FMS trajectory is displayed at the average head, on a Display Navigation Display (ND) screen. "Navigation display" provides a geographical view of the aircraft's situation, with the display of a cartographic background (whose exact nature, appearance, content may vary), sometimes with the flight plan of the aircraft. plane, the characteristic points of the mission (equi-time point, end of climb, beginning of descent, ...), the surrounding traffic, the weather in its various aspects such as the areas of rain and thunderstorms icing conditions etc. usually coming from the onboard weather radar (eg reflectivity echoes that can detect rainy and stormy areas.) On Airbus A320, A330, A340, Boeing B737 / 747 aircraft, there are no interactivity with the flight plan display screen. The construction of the flight plan is done from an alphanumeric keyboard on an interface called MCDU (Multi Purpose Control Display). The flight plan is constructed by entering the list of " waypoini s" (crossing points) represented in tabular form. One can enter a certain amount of information on these " waypoint s" , via the keyboard, such as the constraints (speed, altitude) that the plane must respect when passing waypoints . This solution has several defects. It does not make it possible to deform the trajectory directly, it is necessary to pass by a successive seizure of " waypoint s" , either existing in the databases of navigation (NAVDB standardized on board in format AEEC ARINC 424), or created by the crew via its MCDU (by entering coordinates for example). This method is tedious and imprecise given the size of the current display screens and their resolution. For each modification (for example a deformation of the trajectory to avoid a dangerous weather hazard, which moves), it may be necessary to re-enter a succession of waypoints outside the zone in question.

From the flight plan defined by the pilot (list of waypoints called " waypoinis "), the lateral trajectory is calculated according to the geometry between the points of passage (commonly called leg) and / or altitude conditions and speed (which are used for calculating the turning radius). On this lateral trajectory, the FMS optimizes a vertical trajectory (in altitude and speed), passing through possible constraints of altitude, speed, time. All information entered or calculated by the FMS is grouped on display screens (MFD pages, NTD and PFD visualizations, HUD or other). The HMI part 220 of the figure 2 therefore comprises a) the HMI component of the FMS which structures the data for sending to the display screens (called CDS for Cockpit Display system) and b) the CDS itself, representing the screen and its graphical control software, which performs the display of the drawing of the trajectory, and which also includes the computer drivers for identifying the movements of the finger (in the case of a touch interface) or the pointing device.

All the information entered or calculated by the FMS is grouped on "pages" (displayed graphically on one or more screens of the FMS). The existing systems (so-called "glass cockpits") allow to navigate from page to page, but the size of the screens and the need not to overload the pages (to preserve their legibility) do not allow to apprehend the current and future situation synthetic flight. Searching for a particular flight plan item can take a lot of time for the pilot, especially if he or she has to navigate many pages (long flight plan). Indeed, the different technologies of FMS and screens currently used only allow to display between 6 and 20 lines and between 4 and 6 columns.

The figure 3 shows an example of a type of symbol according to an embodiment of the invention.

The symbols according to the invention have a property of "superimposability", constructed a priori or a posteriori. This overlay property is configurable and refers to the ability of a graphical symbol to be superimposed graphically on one or more other predefined graphical symbols. In one embodiment of the invention, a graphic symbol is associated with a plurality of graphic forms or declinations, each of these forms being configured to optimize the graphical readability of the information encoded in said symbol when the graphic symbol is displayed on or under other graphic elements.

Example 300 figured at the figure 3 , includes subpart 301 representing clear air turbulence (" clear air turbulence "), sub-part 302 associated with convective zone weather conditions (" convection "), and weather-related subpart 303 icing ( "icing").

In a unified manner, the symbol 300 concatenates three types of meteorological information into a single symbol, while not requiring significant learning from the pilot of the pilot.

According to one aspect of the invention, standard (standardized - or de facto standard) icons are merged or unified, whereas they were previously used separately. This clever fusion avoids a significant learning period on the part of the pilot. For example, in the case of Clear Air Turbulence , Icing and Convection , the unified geometric symbol 300 combines the standard symbols of the three types of events into a single single reason, allowing a quick recognition of the three components by the pilot.

The superposition principle can be generalized.

In a development, the symbology according to the invention can restore quantitative aspects, which are in particular contextual (that is, translate or reflect data or values, such as filtered and / or selected in a database) . In other words, the technical result of technical operations conducted on technical data is rendered by a particular graphic encoding.

Different types of symbols or meteorological products can be manipulated by the process according to the invention, in particular of the "surface" type (eg the products are represented by graphic surfaces such as polygons, in particular for frost and convection, cloudiness, ash clouds, SIGMET, etc.), of "linear" type (eg products represented linearly, whose manipulation during scale changes and / or display adjustments is more delicate in comparison with the surfaces, for example the lines streams streams, scalloped lines hot / cold), type "punctual" (eg products represented punctually as the impacts of lightning, the state of airports according to the METAR / TAF, PIREP, ...), and "matrix" type (eg products consisting of a matrix of local measurements such as a display grid of winds / temperatures at different altitudes).

The figure 4 shows examples of graphical declensions of a given type of symbol (in this case 300)
For example, embodiment 401 reflects weather conditions of significant turbulence and or conversely less or negligible icing conditions. The embodiment variant 402 shows the absence of turbulent conditions, but insists on significant convection and icing conditions (e> greater than one or more predefined thresholds). Embodiment 403 illustrates a situation in which icing conditions predominate. Situation 404 illustrates a situation in which icing conditions are non-existent (eg, or below a predefined threshold). The color variants are not represented but they increase the possibilities of the combinatorics.

Advantageously, the coding or encoding of the information in one or more symbols according to the invention can be read by an automated system (because known to it, ie " machine-readable content "). In other words, the symbols according to the invention can be considered as codes, readable by both the human operator and a machine (eg a computer).

The Figures 5 and 6 illustrate examples of specific steps of the process according to the invention. In a development, the method according to the invention may in fact comprise one or more steps consisting in particular of adjusting the visual density of the symbols displayed on the display screens within the cockpit of the aircraft. Whether the visual density measurement is intrinsic (that is to say, measurements made within the display system) or extrinsic (that is, performed by measurements made by the third party system), the quantity and or quality of the displayed symbols can be modified. For example, depending on the zoom level, that is to say the magnification level of the underlying cartography selected by the pilot, the final graphical representation may be more or less aerated or a detailed contrario. Considering space or non-space scales or computing cells, the method may include a step of determining one or more major meteorological conditions within each computing cell.

The figure 5 shows an extract from a cartographic background on which are imposed on a plurality of symbols according to the invention. The figure shows four cells (50 km ^{2 areas} ) 510, 520, 530 and 540.

The figure 6 shows an example of adjustment of the display (for example depending on the measurement of the display density and / or the flight context). In each cell, there are different weather conditions. In the example, the visual density of the cell 510 being too high in a particular flight context, a calculation 611 determines the association of the cell 510 with a single symbol 620. Different calculation methods are possible to perform such reductions. It can be determined and returned the average weather conditions in progress on the cell. Alternatively, filters can be applied and lead to restore only anomalies and / or critical events in the cell. The determination of the resulting symbol may also be a function of criteria or parameters including the flight context, the pilot's physiology state at a given moment, the criticality and / or severity of one or more meteorological events, etc.

In one embodiment of the invention, the display is at least partially conditioned to the extent of the value of a physiological parameter of the pilot

The figure 7 shows examples of steps of the method according to the invention.

According to different parameters 710 (weather product selections 711, flight context 712, visual density 713, physiology 714), symbols from a previously optimized database 720 are displayed and the display is adjusted 730.

The same symbol may be displayed differently depending on the display context and / or the display density. The display context can in particular be determined according to the flight context (e.g. take-off, climb, cruise, etc.).

For example, the different meteorological symbols can be placed in the zone of presence of meteorological products with a size adapted to the zoom of mapping, with a scale related to the frequency and / or quantity of the product and a color adapted to their severity. In one embodiment, the front lines and the wind and temperature symbols are displayed in a standard manner and are superimposed on the Clear Air Turbulence, Icing and convection symbols . The front lines can be transparent and let the other meteorological products appear backwards. Wind symbols can be thin enough to see the products in the background. Temperatures can be displayed in text and the display can be adapted to the current magnification level ("zoom") to allow visualization of weather products in the background. In some embodiments, the clouds may be represented as more or less dense white areas, superimposed on the background map, with the background of all other weather products that remain visible. The cloudy contours can be identified by a continuous line.

Some symbols can be associated with higher display priorities, not only in terms of occurrence (if the event occurs, it is immediately restored to the screen without using a time delay) but also calculation depth (For example, in one embodiment, the meteorological event associated with lightning can be prioritized, lightning is generally considered more critical, and the corresponding symbol will always be displayed in the foreground, if any. to all products in one embodiment of the invention.

Depending on the magnification level (respectively reduction) of the display ("zoom" and "de-zoom"), some display areas can be enlarged and / or the distance between two symbols can be increased.

In one embodiment, at any time and for each product, the pilot can select a symbol or a representation of a weather product to access the detailed information of the selected zone (long press, short press accompanied by a predefined command, etc.).

Different levels of graphic overlay can be predefined i.e. in advance. In one embodiment, several types of symbols are predefined and each symbol has different graphical variations, each declination being associated with a different superposition property with the different variations of the different types of symbols. The display is adjusted to the extent that a higher level of superposition "adds" information by superimposing symbols but also simplifies the display for certain aspects.

Different adjustments are possible. In one embodiment, the zoom or magnification level is increased (or decreased). In other embodiments, by image analysis (performed in a regular fixed manner or continuously in the case of a video capture), the information density is estimated according to the different sub-parts of images and images. Display adjustments are determined dynamically. For example, in the case where a display screen becomes too "cluttered" (amount of text or graphic symbols in excess of one or more predefined thresholds), the least prioritized information is "reduced" or "condensed" or "synthesized" in the form of markers or symbols that can be selected in various ways (placement of the interactive markers on or along a graphic representation of the flight of the aircraft). Conversely, if the information density displayed allows, reduced or condensed or synthesized information, for example previously, are developed or detailed or extended or enlarged.

In one embodiment of the invention, the "visual density" is kept substantially constant. The flight phase or context can modulate this visual density (for example, on landing or in the critical phases of flight, the density of information is reduced).

The figure 8 shows an example of selecting a plurality of meteorological products.

The pilot (or a computerized system) selects a cartographic background from among several cartographic backgrounds (ie different display layers). Of the same In this way, one or more display criteria make it possible to configure the visualization of the available weather information.

The driver can in particular configure the weather data display by selecting types of information to display (the driver can select all, or none, or case by case). In one embodiment, the pilot may select the " severe condition " parameter (severe weather condition, ie potentially hazardous to the aircraft), which may then result in displaying all the " severe conditions " of all types of aircraft. meteorological data in the form (for example) of zones indicated as stormy, for example by symbols (lightning points) or figures (weather at the airport). Advantageously, the existence of a " severe condition " type of information may be displayed on the screen (for example a symbol such as a colored pellet) and may indicate what type of weather data has "severe conditions". In other words, the existence of a " severe condition " can be notified graphically.

In one embodiment, different intensities of atmospheric phenomena may be selected for display. For example, the driver can filter ie select the severity level to be displayed (eg " moderate and severe ", "severe").

More generally, in terms of meteorological information, manual and / or automatic selections can be made. Automatically, the on-board instrumentation (sensors, status of the flaps, on-board computer, etc.) and / or the manual declarations of the pilot can determine the current flight context of the aircraft (eg take-off, climb, cruise, approach , descent, etc.). In a development, the display is adjusted according to the current flight context. It is indeed advantageous to show certain meteorological information at certain places / times (for example the wind on the ground during take-off, the presence of jet stream cruising etc.). The contextualization of the weather information is advantageous.

In some embodiments of the invention, the method includes logic methods or steps for determining the "flight context" or "current flight context" of the aircraft.

The flight context at a given moment integrates all the actions taken by the pilots (and in particular the actual steering instructions) and the influence of the external environment on the aircraft.

A "flight context" includes, for example, a situation among predefined or pre-categorized situations associated with data such as position, flight phase, waypoints, current procedure (and others). For example, the aircraft can be in the approach phase for landing, in take-off phase, in cruise phase but also in ascending, descending, etc. (a variety of situations can be predefined). Moreover, the current "flight context" can be associated with a multitude of attributes or descriptive parameters (current weather condition, traffic status, pilot status including for example a level of stress as measured by sensors, etc. ).

A flight context may therefore also include data, for example, filtered by priority and / or based on flight phase data, weather problems, avionics parameters, ATC negotiations, anomalies relating to the flight status, problems related to traffic and / or terrain. Examples of "flight context" include for example contexts such as "cruising / no turbulence / nominal pilot stress" or even "landing phase / turbulence / intense pilot stress". These contexts can be structured according to various models (eg hierarchical for example in tree or according to various dependencies, including graphs). Context categories can be defined, in order to summarize the man-machine interaction needs (eg minimum or maximum interaction delay, minimum and maximum word quantity, etc.). There may also be specific rules in some contexts, such as emergencies or critical situations. Context categories can be static or dynamic (eg configurable).

The method may be implemented in a system comprising means for determining a flight context of the aircraft, said determining means including in particular logic rules, which manipulate values as measured by physical measurement means. In other words, the means for determining the "flight context" include system or "hardware" or physical / tangible means and / or logical means (e.g. logic rules, for example predefined). For example, the physical means include avionic instrumentation literally (radars, probes, etc.) that allow to establish factual measures characterizing the flight. Logic rules represent the set of information processes that interpret (e.g., contextualize) factual measures. Some values can correspond to several contexts and by correlation and / or calculation and / or simulation, it is possible to separate candidate "contexts" by means of these logical rules. A variety of technologies makes it possible to implement these logical rules (formal logic, fuzzy logic, intuitionistic logic, etc.).

Depending on this context as determined by the method, the method according to the invention can restore "sensorially" information whose selection is chosen carefully or "intelligence". By sensory restitution, it is understood that the information can be restored by different cognitive modes (vision, hearing, haptic feedback i.e. touch / vibratile, etc.) and / or a combination of these modes. A single cognitive sense can be solicited (for example via the single graphic display of the information), but according to some embodiments, a multimodal restitution can be performed (graphic display and simultaneously or asynchronously vibration transmission via suitable devices, for example). example on the wrist of the pilot). Advantageously, the multimodal restitution allows a certain robustness of communication of the flight instructions to the pilots. For example, if it is likely that information has not been taken into account, reminders using a different combination of cognitive modes can be made.

The figure 9 illustrates system aspects of visual density measurement.

The display density may in particular be determined by an intrinsic measurement (eg number of pixels per unit area, as indicated by the internal graphics processor for example) and / or by an extrinsic measurement (eg a video camera 910 or means 920 acquisition of images capturing the final rendering of the representation of the data on the EFB 122 and / or the FMS 121 screens, for example by measuring the number of pixels per unit area).

According to the embodiments, the "visual density" or "display density" can be measured as the number of lighted or active pixels per square centimeter, and / or in number of alphanumeric characters per unit area and / or in number of predefined geometric patterns per unit area. The visual density can also be defined, at least partially, according to physiological criteria (model of speed of reading by the pilot, etc.).

From a system point of view, image acquisition means (for example a camera or a video camera arranged in the cockpit) make it possible to capture at least a portion of all the visual information displayed to the pilot. (advantageously, this video return will be placed on a head-up visor, smartglasses or any other equipment worn by the pilot, so as to capture the pilot's subjective view).

In one embodiment, the method includes the steps of receiving a capture of the display screen by a third-image acquisition system and determining a visual density map of said capture.

The determination of the visual density can be done by extracting data from images ("scraping" in English). Extracts of images or videos can be extracted from data such as OCR (Optical Character Recognition), numeric values, cursor or dial positions, and so on. Extracts of data or information from audio streams are also possible (separately or in combination).

A "scraping" operation refers to an operation for retrieving or capturing information on a digital object, said recovery or capture not being originally planned by the digital object. For example, this information retrieval may include acquiring one or more images and then recognizing characters within the captured images.

In one embodiment, a shot is acquired, analyzed, cropped, and the captured information is extracted from the image. Pre-established knowledge of the type of captured image may allow specific recognition (e.g., angle of view). In one variant, the shooting will be of video type 920 (that is to say acquisition of a succession of still images, the large number of captured images allowing, in particular, an optimization of the capture of information and / or a robustness to the movements of the user carrying the image acquisition means, according to another embodiment, the image acquisition means are mounted in a fixed manner in the cockpit of the aircraft. the capture or the retrieval of information can be carried out continuously According to another embodiment, the image acquisition means can correspond to cameras or video cameras fixed on virtual reality headsets or increased.

In a development of the invention, the method further comprises a step of receiving 930 at least one value associated with the physiological state of the pilot 900 of the aircraft and adjusting the display according to the physiological state of the aircraft. pilot as measured. The determination of the physiological state of the pilot comprises direct and / or indirect measurements. Direct measurements include one or more direct measurements of the heart rate and / or ECG (electrocardiogram) and / or EEG (electroencephalogram) and / or perspiration and / or rhythm of the pilot's breathing. Indirect measurements include estimates of driver excitation or fatigue or stress, which states may be correlated with flight phases.

Different models of HMI management are possible. The contextual and physiological management of the display can be done based on rules.

The reconfiguration of the display may be conditional, e.g. the rules may include tests and / or verifications. The rules can take avionics and / or non-avionics type parameters. For example, the different phases of the flight plan (takeoff, cruising or landing), including a finer granularity, can be associated with different configuration / reconfiguration rules. For example, the display requirements during takeoff are not the same as those during cruise and the density of the display can be reconfigured accordingly. The tests can also take into account cognitive and / or biological data (for example, by measuring the cognitive load of the pilot and leading in return to an adaptation of the display; a monitoring of the biological parameters of the pilot eg heartbeat and perspiration inferring estimates of stress levels may lead to adapting or reconfiguring the display in a certain way, for example by densifying or lightening the screens, etc.).

In one embodiment, the reconfiguration of the screen is "disengageable", ie the driver may decide to cancel all the adaptations of the current display and quickly return to the native display mode without said reconfiguration. The output of the reconfiguration mode can for example be done by voice command ( passphrase ) or via an actuator (deactivation button).

The figure 10 illustrates various aspects relating to HMI man-machine interfaces that can be implemented to implement the method according to the invention. In addition to - or as a substitute for - the FMS and / or EFB on-board computer screens, additional HMI means can be used. In general, the FMS avionics systems (which are systems certified by the air regulator and which may have certain limitations in terms of display and / or ergonomics) can be advantageously complemented by non-avionic means, in particular HMIs. advanced.

The representation of at least a portion of the flight of the aircraft can be performed in two dimensions (eg display screen) but also in three dimensions (eg virtual reality or 3D display on screen). In embodiments in 3D modes, the pins may be selectable areas of space (through various means eg by virtual reality interfaces, glove or "glove", trackball or by other devices). The three-dimensional display can be complementary to the two-dimensional display within the cockpit (eg semi-transparent virtual reality headset, augmented reality headset, etc.). If necessary, various forms of representation of the flight are possible, the additional dimension of depth being able to be allocated to a dimension of time (eg duration of the flight) and / or of space (eg spacing of the different waypoints, physical representation of the trajectory of the aircraft in space, etc.). The same variants or variants similar to the 2D case can be implemented: management of the information density, setting of markers, appearance and disappearance of symbols, highlighting of events during the flight, etc.

In particular, human-machine interfaces can make use of virtual and / or augmented reality headsets. The figure 10 shows a 1010 opaque virtual reality headset (or a semi-transparent augmented reality headset or a configurable transparency headset) worn by the pilot. The 1010 individual display headset may be a virtual reality headset (VR or VR), or augmented reality headset (RA or AR) or a high aim, etc. The helmet can be a "head-mounted display ", a "wearable computer", "glasses" or a headset. The headset may comprise calculation and communication means 1011, projection means 1012, audio acquisition means 1013 and video projection and / or video acquisition means 1014. In this way, the pilot may - by example using voice commands - configure the visualization of the three-dimensional (3D) flight plan. The information displayed in the 1010 helmet can be entirely virtual (displayed in the individual helmet), entirely real (for example projected on the flat surfaces available in the real environment of the cockpit) or a combination of the two (partly a superimposed virtual display or merged with reality and partly a real display via projectors).

The return of information can in particular be carried out multimodally (e.g. haptic feedback, visual and / or auditory feedback and / or tactile and / or vibratory).

The display can also be characterized by applying predefined placement rules and display rules. For example, man-machine interfaces (or information) can be "distributed" (segmented into distinct portions, possibly partially redundant, then distributed) between different virtual screens (eg 1010) and / or real screens (eg FMS, TAXI) .

The different steps of the method can be implemented in whole or in part on the FMS and / or on one or more EFBs. In a particular embodiment, all the information is displayed on the screens of the single FMS. In another embodiment, the information associated with the steps of the method are displayed on the only embedded EFBs. Finally, in another embodiment, the screens of the FMS and an EFB can be used together, for example by "distributing" the information on the different screens of the different devices. Proper spatial distribution of information can help to reduce the driver's cognitive load and thereby improve decision-making and increase flight safety.

The invention can also be implemented on or for different display screens, including EFB flight bags, ANF (Airport Navigation Function), etc. In a development, the system includes augmented reality and / or virtual reality means.

The display means may comprise, in addition to the screens of the FMS, an opaque virtual reality headset and / or a semi-transparent augmented reality headset or a headset with configurable transparency, projectors (for example pico-projectors, or projectors for projecting simulation scenes) or even a combination of such devices. The helmet can be a "head-mounted display", a "wearable computer", "glasses", a headset, etc. The information displayed can be entirely virtual (displayed in the individual helmet), entirely real (for example projected on flat surfaces available in the real cockpit environment) or a combination of both (partly a virtual display superimposed or merged with reality and partly a real display via projectors).

The AR means in particular comprise systems of HUD type ("Head Up Display" referred head high) and the VR means include in particular systems of the type EVS (" Enhanced Vision System ") or SVS (" Synthetic Vision System ") .

The visual information may be distributed or distributed or projected or masked depending on the immersive visual context of the pilot. This "distribution" can lead to considering the pilot's environment opportunistically by considering all available surfaces in order to add (superimpose, superimpose) virtual information, appropriately chosen in their nature (what to display), temporality (when display, how often) and location (display priority, placement stability, etc.). At one extreme, all the locations little or little used in the environment of the user can be exploited so as to densify the display of information. Moreover, by projection of image masks superimposed on real objects, the display can "erase" one or more control instruments physically present in the cockpit (levers, buttons, actuators) whose geometry is known and stable to increase more still the addressable surfaces. The real environment of the cockpit can thus be transformed into as many "potential" screens, even in a single unified screen.

The display can be "distributed" within the cockpit: the various screens present in the cockpit, depending on whether they are accessible or not, can be used to distribute the information that must be displayed. On the other hand, augmented reality and / or virtual means can increase the display surfaces. The increase of the available display surface does not make obsolete the control of the display density allowed by the invention. On the contrary, the reconfiguration (contextual) of the display cumulating this increase in the display area Addressable and visual density control (eg contextual concentration or densification) can significantly improve the human-machine interaction.

In one embodiment, the reconfiguration of the screen according to the invention is "disengageable", ie the driver can decide to cancel or deactivate all the modifications of the current display to return quickly to the display mode " nominal "ie native without display changes. The output of the reconfiguration mode can for example be done by voice command ( passphrase ) or via an actuator (deactivation button). Various events can trigger this precipitous exit from the current graphic reconfigurations (for example "sequencing" of a waypoint, a phase change of flight, the detection of a major anomaly such as an engine failure, a depressurization, etc.)

In a development, the system exclusively comprises touch-type interface means. In a particular embodiment of the invention, the cockpit is fully tactile, i.e. exclusively consisting of touch-type HMI interfaces. The methods and systems according to the invention indeed allow "all-touch" embodiments, that is to say in a man-machine interaction environment consisting entirely of touch screens, without any tangible actuator but advantageously entirely reconfigurable.

In a development, the system further comprises means for acquiring images of the cockpit (eg interpretation or reinjection of data by OCR and / or image recognition - by "scraping" -, camera mounted on a helmet worn by the pilot or fixed camera behind the cockpit) and / or a device for monitoring the gaze.

The present invention can be implemented from hardware and / or software elements. It may be available as a computer program product on a computer readable medium. The support can be electronic, magnetic, optical or electromagnetic. Some of the resources or computing resources can be distributed ("cloud computing").

Claims (14)

1. A method implemented by computer meteorological data management for managing the flight of an aircraft, comprising the steps of: - receive a cartographic background from among several predefined cartographic databases; receiving a plurality of selections (711) of meteorological products; receiving meteorological data associated with the flight plan of the aircraft, according to a first scale of space; - determine one or more types of graphical symbols based on the meteorological products selected and meteorological data received; according to a second space scale, determining one or more graphical declensions of the types of graphic symbols, the graphic overlays of said declensions (720) of the types of symbols being predefined; - display (730) the cartographic background and the graphic declinations determined. The method of claim 1, further comprising a step of measuring the visual density (713) of the display including the map background and the graphical symbols and a step of adjusting said display as a function of the measured visual density. 3. Method according to one of the preceding claims, further comprising a step of determining the current flight context (712) of the aircraft and the plurality of meteorological product selections being determined according to said current flight context of the aircraft. 'aircraft. The method according to claim 1, the graphical overlays of the declensions of the symbol types being associated with predefined visual scores and the step of determining one or more graphical declensions of the types of graphical symbols including the step of maximizing the sum scores associated with the superimpositions of the specific graphic declensions. The method of claim 2, the step of adjusting the display comprising a step of changing the type and / or number of graphical symbols. The method of claim 2, the step of adjusting the display comprising the steps of removing and / or overlaying one or more types or graphical declensions of the displayed symbols. 7. Method according to one of the preceding claims, further comprising a step of receiving at least one value associated with the physiological state (714) of the pilot of the aircraft and to determine one or more graphic variations of the types of symbols. graphics and / or adjust the display according to the physiological state of the pilot. 8. The method of claim 2, the adjustment of the display being deactivated on request. 9. A computer program product, comprising code instructions for performing the method steps according to any one of claims 1 to 8 when said program is run on a computer. 10. System comprising means for implementing the steps of the method according to any one of claims 1 to 8, comprising at least one display screen selected from a PFD flight screen and / or an ND / VD navigation screen. and / or an MFD multifunction screen and / or one or more display screens of an Electronic Flight Bag or Electronic Flight Bag. 11. System according to claim 10, comprising means for acquiring images of one or more display screens. 12. System according to any one of claims 10 to 11, comprising means for monitoring the physiology of the pilot of the aircraft. 14. System according to any one of claims 10 to 13, comprising a device for monitoring the gaze of the pilot. 15. System according to any one of claims 10 to 14, comprising means of augmented reality and / or virtual reality.

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